System for determining efficiency of self-propelled vehicles



Dec. 15, 1942. E. F.HARR1SON ET/11. 2,304,822

SYSTEM FOR DETERMINING EFFICIENCY `0F SELFPROPELLED VEHICLES Filed May 1, 1959 s sheets-sheet 2 P WLF-5 AL L o4,

ER G

1N VENTORS HW 15 1942 E. F. HARRISON r-:TAL 2,304,822

SYSTEM FOR DETERMINING EFFICIENCY OF SELF-PROPELLED VEHICLES Filed May l, 1939 5 Sheets-Sheet 5 45S 49 W 4a .45 45 @mw 47 v FSQLI-:ll 7

l 55 Y Q "mff INVENTORS EDWARD f- HA RRlso/v, mYMo/vo C'. G/ESE #07570 mpAwL/c/r two factors of fuel consumed and rate of speed or distance travelled may be integrated auf: produce a measurable resultant that gives e indication or recording of miles per gal ion perfomance.

this connection, it will be understood that actual travel or speed measurement is essentiel where correct determinations are the desideratum, but when it is desired to employ the present invention as a permanent installation on e given vehicleI the benefits of such actual measurement may be sacrificed for other gain, as will be explained hereinafter.

By employing a measurement that is responsive to and variable in direct proportion to the actual speed or distance travelled and measuring the rate oi' now of fuel delivered to the motor of the vehicle and maintaining the measuring media responsive to such rate of flow, it is possible to modify the responsive action of the speed-measuring media by the responsive action oi the fuel measuring media to obtain a resultant which is measurable and thus provides a true indication of miles per gallon performance at any given moment in the vehicles operation.

Preferably. although not necessarily, such operation is attained by converting the mechanical iorce of speed measurement into a generated current of electricity and modifying the current by the action of a resistance varied by the meenamoal movement of the fuel measurement media to .indicate on suitable instruments the value of the resultant thus established.

In other words, when represented by a curve, the output voltage of the generator designated as one ordinate and the demand for fuel represented by the other ordinate will result in a straight line representation.

To provide a measurement of the output of the generator modified by a function of the fuel demand, it has been found feasible to vary the current recording of the output circuit bythe action of a float-controlled metering valve. With a demand for increase in fuel, the metering valve changes position in direct proportion to the fuel demand and electrical contacts directly connected with the metering valve are moved to enter into the generator output circuit an amount of resistance which is in direct proportion to the fuel demand. In this way, the straight line relationship above noted is attained.

From the foregoing, it will be apparent that an operation which integrates the measured fuel consumption of the vehicle and the measured speed of the vehicle and modifies the one by the other to produce a resultant which is a direct measurement of a mathematical division of the one by the other, provides a means for continuous determination of miles per gallon efilciency of the vehicle.

While various structural arrangements may be devised to satisfy the mathematical requirements of the operation, the structure illustrated in the accompanying drawings and described hereinafter has been found well suited to attain the objects set forth hereinbefore. For purposes of illustrating the novel features of the present invention, a typical of the invention has been shown on the accompanying drawings, but it will be understood that the invention is susceptible of embodiment in a variety of forms andthe structure illustrated is not intended as a limitation of the structural application of the invention.

` the generator is conducted to To afford a better of the' in- 'Il Figure 2 is a vertical section illustrating de- J tails of the apparatus shown in Figure l and drawn on an enlarged scale;

Figure 2A is a fragmentary sectional view drawn on a further enlarged scale to illustrate certain of the details shown in Figure 2;

Figure 2B is a fragmentary planview of the apparatus illustrated in Figure 2;

Figure 3 is a section taken along the line 3 3. Figure 2 and drawn to an enlarged scale;

Figure 4 is an elevation of one type of indicating instrument used with apparatus of the type shown in Figure 1:

Figure 5 is a wiring diagram illustrating the arrangement of instruments and circuits employed to indicate miles per hour travel of a vehicle to which the invention has been applied;

Figure 6 is a wiring diagram illustrating the arrangement of instruments and circuits to indi- .cate gallons per hour fuel consumption of a vehicle to which the invention has been applied; and

Figure 7 is a wiring diagram illustrating the arrangement of instruments and circuits used to indicate direct miles per gallon fuel consumption of a vehicle to which the' invention has been applied.

In the drawings. Figure 1 illustrates an arrangement in which an automobile I2 has been equipped for a test oi' its miles per gallon performance. Moimted on the hood Il of the automobile is a fuel flowmeter il provided with a flexible conduit I! attached to the fuel pump i0 ol' the car.

A second flexible conduit l1 connects the flowmeter il with the carburetor il and as a consequenee all fuel used by the motor (not shown) is required to pass through flowmeter il.

At the rear end oi' the automobile I2, the bumper il is used as a support for a fifth wheel or g out-rigger wheel 2l connected therewith through the intermediary of a frame structure Il. A spring 22 urges the frame downwardly about a pivotal axis Il on a bumper-engaging clamp member 2l.

A direct current generator 2l is mounted on the frame 2i and is driven by the out-rigger wheel 2l in exact accordance .with the forward speed of the automobile i2 through the intermediary of a belt 2l mounted on similar pulleys 21 and 28, positioned on the out-rigger wheel 2l and the generator 2l, respectively.

The generator 2l is so constructed that its electrical output is in direct proportion to the forward distance and speed of travel of the automobile and by suitable wiring donnections, represented diagrammatically in Figures 5, 6 and 7. but not shown in Figure l, the electrical output of indicating and/or recording instruments of the apparatus.

Preferably, such instruments are located within. the car il to facilitate use and observation when thecarisoperatedfortestpurposed Bymeans of such arrangement. two measurements oflnmy damente! conditions areprorided. Thus. tbefl f `The control valve illustrated in-Pisurs 2 has meter Il measures all fuel consumed by the motor during the test period and the generator 25 measures the actual forward speed of the vehicle exactly in the electrical output, irrespective oi variations in any one or more of the several factors influencing performance.

While in the various uses of the inventionvariations in the type of generator drive willbe necessary, the use of the out-rigger wheel as herein described and illustrated affords a more accurate means of measuring travel and speed of the vehicle than any other medium so far investigated. Because of its accuracy, the nfth wheel delan is a preferred embodiment whenever precision oi measurement is required. However, as will be explained hereinafter, when permanent installations are contemplated for continuous usage on a given vehicle, the scientific advantage of the fifth wheel arrangement may be sacrificed for advantages in other respects.

The selection of the fifth wheel as a means of operating the generator to establish a direct proportion between generator output and distance and speed of travel, makes Possible the utilization o! one instrument unit adaptable for measuring performance o( a variety of vehicles in which there will be differences in auch factors as scar ratio, tire size and tire pressure.

Further, it eliminates the necessity of mechanical changes, alterations or substitutions to accommodate it to a given vehicle and eliminates the need for making changes in the vehicle to permit testing.

In developing mechanism operative imder the variety of conditions encountered in general usano. it is necessary to employ an integration of the mechanical forces acting in'response to fuel consumption and speed in such a waythat an actual indication of miles per gallon perfomance may be obtained at all times. l

To this end, the structure illustrated in Figures 2. 2A and 2B has been developed. The fuel flowmstcr llhasbeendesignedtomeasuretherate of flow oi' fuel through an oriilce, as distinguished from any quantitative measurement or fuel, to

A thereby determine exactly in direct ratio, the fuel controllins the discharge o! fuel from the flexible conduit Il into the chamber Il.

Aloweriloatchamberllisseparatedfromthe- .upper chamber n fby a partition member u in In order to prevent the formation of a partial vacuum or other conditions tending to-promote an improper control of liquid levels within such chambers, an air vent tube l1 extends from the upper portion of the lower float chamber I! into the upper portion of the upper float chamber 29. A second air vent tube Il extends from the upper portion of the upper chamber 1l outside the chamber 2l to permit entrance ot atmospheric air thereto. As illustrated in Figures l and 2, the flexible conduit l1 connects the lower chamber i! with the carburetor Il of the vetlcnof-iioatJsto-moveindirect .the metering valve 35 also illustrated tl ratio to the flow of fuel co1 auf' nal combustion motor of the vehicle being tesA Due to the arrangement of the Superia chambers, it is necessary tially uniform hydrostatic chamber, as otherwise tb tion determined by the influenced in part at least l" the flow of fuel to the action'of .input valve importance to the eicisncy oi i mechanism and musi: the si: opening in the inlet to ...a relationship to the rate oil time" oi :luci tia port 34, which is the factor actually by the mechanism in the determination oi? tu consumption.

To eliminate the possibility oi mechanical er c arising from conditions of friction or om causes, it is preferred to employ separate cont such as the valve Il illustrated .in Figure However, it will be understood that the assenti condition is the maintenance of. constant head in the upwr chamber 29 ane'. means for attaining this object will he within spirit and scope of the present invention.

In order that the amount of i'uei the upper chamber 29 into the lower chamber 82 will be in adirect ratio to the position ci the lower float I6. the valve 35 is' provided uit u.. direct ratio metering portion 35o exten through port t4 into chamber 2%. This is provided with a plurality of grooves 15b ci is angular cross section, as best illustrated in Figure" 3. Each groov.` tapers in width and depth trom a zero position at the lower and of the valve a cut of substantial width and depth at the upper end.

As float Il moves up and down accordin the amount of fuel consumed, the metering tion 35a moves up and down to vary the .i capacity of the orifice 34 in accordance with. t 2 valve position. Thus, a lowering of the .float produces an increase in the space oi orifice sage at 34 by reason oi' the changed position. the grooves, and when the iloat is is .in its up most position, the port M will be completely closed by reason of valve 3l being seated.

This structure permits a flow of fuel from the upper to the lower chamber in exact proportion to the movements of the oat which is in direct proportion to and substantially thel same las the amount of fuel being consumed by the motor at all times.

the construction illustrated is a. prem ferred embodiment, it will be apparent that the number of grooves may be varied to suit cond tions and the length, shape and proportioning of the grooves likewise may be varied. An in crease in the length of the grooves serves to im crease sensitivity and conversely a decrease in. the length lessons sensitivity. i

While it will be obvious to those skilled in. the art that the invention vis not limited to speciale sizes, an explanation of ,the dimensions of for ioliorz-itory purposes, the th be preferable. In the twonetering valve is built for a maxi- .on capacity' oi i4 gallons per hour of the present vehicles to which the 5 h applied has a capacity apns per hour, the metering ace must balance the combined uretor orihces in all cases except of fuel through the car duced by pressures diiering ss ci those influencing the movee orifice controlled by the meter 15 :s of the Diesel type in high velocity under great size would not be the ccn- 20 .ould have to he adjusted to requirements of such a a rod 33 mounted m joint as shown at il the action thereof,

I .se might not permit a tree in electrical short-circuiting assemdetail in Figure 2a, is supported at l the rod 3! for purposes herein- 35 preferably comprises a threaded todinolly adjustable upon the l ci the rod 39. A tube Il, prefere insulating material, is carried within the hollow portion of toire M is provided i which toets 45 are and lay a springt.r d5.

'or be made silver l ily have rounded con adjacent the short-circuiting assemprcferohly, although not necessarily, on r. variable resistance element here fr ilar rc or movement. The coils 41 contacted by nembers il in their varinsivc to actuation by the l, .The respective resi-stance coll: meot-ed therewith.

closed position and no fr )3f the motor, the respecti again nt the conductive er Mien, the head i may l:

position t ci valve i5, the site; a Rnd bQEE' resistance along -rammaticolg/ ln E ,o are in the if Iii. and

the details of which will be explained hereinafter.

A suitable housing I0 is provided for each resistance coil 4l and provided with a vertical slot 5l which admits and serves as a guide for the short-circuiting assembly.

From the foregoing, it will be apparent that movements of the rod 3! under the innuence or iloat I8 impart a changed position to the contacts I5 with relation to the coils 41 and thereby cut into and out of the circuit I! varying amounts 05 resistance which are in direct proportion to the position of iloat 38. As the neat I8 is designed to assume variable positions in direct proportion to the amount of fuel delivered through conduit il to the carburetor Il of the motor, the variable resistance thus assumes a. direct proportion to the factor of fuel consumption.

To this end, the design and arrangement ot the float chambers are of considerable .imporU tance. It is intended that a substantially constant depth of gasolene be maintained in the upper chamber 2| and the intake valve Il is made responsive to the sensitive oat il so that when the level of the gasolene in chamber 2l drops even a v ry small amount, the input valve opens to-allovv more gasolene to enter the chamber. Such a momentary variation involves such a minor fraction of the total static head that whatever error may be present is negligible in the indicating ot actual conditions.

To further avoid any abnormal conditions inmaintainlng a constant head, the chamber is designed to eliminate any sharp corners or angles against which the fuel will move and the creation ot eddy currents is thereby eliminated.

Having thus satised the practical requirements for the maintenance o! a substantially constant static head, the next problem in design is to provide a practical embodiment oi the substantially constant coemclent of discharse. To this end, the orifice arrangement previously described has been provided and the cross sectional area of the chamber 2B immediately above the orifice is relatively large in comparison with such prince. By having a valve which aiords varying areas o! opening corresponding to the fuel demand, the desired results can be obtained. The lower chamber l2 which receives the fuel admitted through orince Il is provided with a iloat whose diameter is only slightly smaller than the diameter ot the chamber. This iloat is not pivoted, but is free to move upward or downward in response to any variations in level.

As a consequence, a downward movement is imparted to the float Il as soon as the motor raws oil' any o1' the fuel from chamber 82 and such downward movement will continue until the input of gasolene 'through orlce Il is equal t'o the outward. flow to the engine. As soon as such condition is obtained, the movement of the float will stop and equilibrium will be maintained until the rate of ilow of gasolene from lower chamber 12 again changes. The valve 3| having a vertical movement directly proportionate to the now of gasolene from the chamber also functions 'through the intermediary ot the short-circuiting sssemblyto incorporate a variable resistance factor eiIecting generator output.

In order that the electrical output ci.' the generator 2l may be in direct proportionto its speed of rotation and thereby in direct proportion to the actual forward travel of the out-rigger wheel 2l or any suivaient thereof, the generator must be desisned so that all factors etlectin its 1- energizing ileld.

" operation of liammeter 54 trical output 'remain constant, other than the one factor of the R. P. M. of its rotor.

To this end, it is preferred to energize the ileld of the generator from a battery. .The value of the energizing current may be conveniently controlled by means of a rheostat and a suitable indicating ammeter in the battery circuit. Such. an arrangement permits a ready determination ci' the correct energization of the gener ator held at any time.

Other satisfactory means may be substituted yin such an assemblmss, for example, by using certain magnetic alloy materials, permitting the use of permanent vmagnets in place oi' the battery Therefore, the description oi?v such a battery energizing field will be merely illustrative.

To aii'ord a better understanding or the actual the structure illustrated in the various views, reference is now made to the wiring diagrams in Figures 5, 8 and 7.

y Referring first to Figure 5, the eld 25a of the generator 25 is in conductive connection with a .ry liz. A. variable resistance or rheostat is ed within the circuit, as indicated at 53, andl a zinllliammeter 54 is connected into the batteryfield circuit so that upon closing the switch the variable resistance or rheostat l! may be adiusted to energize the eld lla to a predetermined value.

The generator 2l of the present design, having all its electrical factors constant. including the energization oi' its iield, will have its electrical output acting as a direct function of the speed of its rotor. As a consequence, another inilliammeter El connected through the resistance with the brushes 51 of the generator 2i, upon closing of a switch Il, will indicate in miles per hour the forward travel of the vehicle to which the unit has been appliedf lin obtaining such a recording, it is preferred to have the dial of milliammeter ll calibrated in miles per hour values with reference to the moveniente of its needle 58a. but it will be apparent that other units of measure are desired, the dial i may be calibrated accordingly.

lileiorring now to Figure 8, the battery 52 is shown connected in the circuit It which includes the variable resistance or rheostat 53. The milcontrolled by switch Il may again .I be used to determine the position of the variable resistance 53 and thereby provide a means of determining the value of the current flowing in the 'field ci? the generator.

lis. `previously explained, i interpose a variable factor of resistance in circuit 4S in accordance with the position of contacto 45, moved by the rod Il, as a direct function of the amount of fuel being delivered to the motor.

Therefore, when another mllllarnmeter l! is connected in the circuitv I! upon closing a con trol switch tu. it will indicate variations in the basic current ilow in circuit I! in direct properthe resistance colla-s tion 'to the amount of fuel being consumed bym motor. The dial of this milliammeter Il may be calibrated so that the movements of its needle will read in units of gallons per hour of fuel passing through the fuel flowmeter Il to the carburetor i8 oi the motor.

order to obtain an gallon reading, it is necessary that the two liao1 tors oi miles per hour travel and gallons per hour consumption be integrated. The circuit utilized tor such integration is illustrated in Figure i'.

immediate miles per m Referring thereto, the neld 25a of generator 2l is energized from battery 52 and the value oi such energlzation is controlled by the variable reslstance or rheostat I3 as indicated on the milliammeter il when control switch 5i is closed. The brushes Il ot generator 2i are connected in the circuit Il which also includes the variable resistance coils l1 interposins the variable factor of resistance in the circuit M, as previously ex- Plained. v

With such an arrangement; the mllliammeter il in circuit 4I when its control switch 62 is closed will indicate the output of the generator 2l which is determined by the forward speed of the vehicle in miles per hour divided by the amount of fuel delivered to the motor in gallons per hour. As a consequence, the movements of the needle la of milliammeter 8| are in direct proportion to the miles of travel of the vehicle per gallon fuel consumed by the motor at 5.11 times. The dial cf the milliammeter 6| can be calibrated in units designating miles per gallon performance and the needle Bla will continuously indicate, and with substantial accuracy, the actualperforniance of the vehicle, regardless of the variations in factors aifecting vehicle per formance, as noted hereinbefore.

For the usual testing operation, indicating instrumento are entirely satisfactory and have been described with reference to the illustrated cir cuits of the present invention.

Furthermore, while the present construction has been illustrated with reference to the performance of an automobile, it will be apparent that any truck, bus or railway locomotive also may utilize the perfomance recording principles and structure of the present invention.

Also. by substituting a suitable wind propeller in place of the out-risgerrwheel construction could be utilized to indicate the efficiency of an airplane, and similarly, by substituting a water propeller for thef out-rigger wheel 2l, performance measurements oi motor boats and ships could be indicated with the present invention.

While in many instances .it will be preferable to use the separate milliamnieters N. E! and di for` certain types of uses, a single indicating instrument will be preferred. Buch` an arrangement has been illustrated in Figure 4.

In this instrument a plurality of` scales GI. 6i ,and 6B are calibrated on a single dial to indicate respectively miles per gallon, gallons per hour, and miles per hour in association with a single needle 53a.

The same milliammeter B3 also may serve the will be sp-V that by using a suitable multi-pole switch purpose of milllammeter I4 and it parent as a replacement for switches 55. 58, il and i! of the circuits hereinbefore described, proper connections may be made with `the common rnil liainineter 63 to permit initial calibrating of the base value of the energizing currents, as well as to permit reading of the various calibrated scales oi the rumeni; when desired.

While most instances it will not be feasible to use an A. C. generator in place of the DnC. generator of the preferred form, it is within the contemplation of the invention that such a gen1 erator may be used by incorporating a variable impedance in circuit 48 as the variable resistance factor thereof.

2l, the present certain circumstances, such as permanent installations on automobiles, trucks and buses, it may be preferable to drive the generator from some part of the vehicle, such as the propeller shaft thereof. In such an arrangement, the assembly as illustrated herein may be used except that the power take-ofi' for the generator would be from the propeller shaft and in direct proportion to its rate of movement.

Likewise, in such an arrangement the fuel metering device preferably would be installed adjacent the motor Within the hood enclosure or could be made as an added part of the carburetor.

Throughout the specification, the expression direct ratio has been used to designate a relationship which does not necessarily imply an exact mathematical relationship. Obviously, where the drive of the generator is described as being in direct ratio to the speed of the vehicle, some slight factors of mechanical error may be involved and such expression should be understood to mean substantially direct ratio rather than interpreting it in a strict mathematical sense.

Changes and modifications of the operation and structure as described hereinbefore may be availed of within the spirit and scope of the invention as defined in the hereunto appended claims.

What we claim and desire to secure by Letters Patent is:

l. The system of determining distance travelled by a self-propelled vehicle per unit of fuel consumed thereby, which comprises means for generating a variable electrical current in direct ratio to the speed of a self-propelled vehicle, means for measuring the flow of liquid fuel being delivered to the motor of said vehicle, means for modifying the value of the generated current in direct ratio to the flow of fuel to the motor instantaneously with the measurement thereof, and means for indicating the resultant value in units of distance travelled per unit of fuel consumed.

2. The system of determining efficiency of a self-propelled vehicle, which comprises mechanism for generating a. current of electricity in direct ratio to the speed of the vehicle, an element for continuously measuring the flow of fuel to the motor of the vehicle, means for modifying said current of electricity in direct proportion to changes in the flow of fuel, said last named means being constructed and arranged for actuation by said measuring element instantaneously with its measurement of fuelnow, and means for producing a visible indicia'of the resultant value in units of efiiciency performance.

3. A system of the character disclosed comprising means for generating a current of electricity in direct ratio to the speed of travel of e, self-propelled vehicle, means for continuously measuring the fiow of liquid fuel to the motor of said vehicley said metering means comprising upper and lower fuel chambers, there being a fuelconductive passage between the chambers, a float in the lower chamber, a metering valve carried on the float and positioned in said passage, means for supplying liquid fuel to said upper chamber, and an electrical contacter carried on said valve and movable coniointly therewith, an electrical circuit conductiveiy connected with said generating means and inclusive of a variable resistance positioned adjacent said contacter to be varied by its movements in direct proportion to the fuel passing the metering valve, and means for measuring the resultant current in units of distance traveled per unit of fuel con sumed.

4. A system of the character disclosed comprising means for generating a current of electricity' in direct ratio to the speed of travel of a selfpropelled vehicle, means for continuously metering the flow of liquid fuel to the motor of said vehicle, said metering means comprising a chamber for liquid fuel, a float in said chamber, a metering valve controlling flow of liquid fuel to said chamber, means for supplying liquid fuel to said metering valve, and an electrical circuit inclusive of a variable resistance conductlvely connected with said generating means, means actuated by movements of said valve and float for varying said resistance in direct ratio tc the amount of fuel passing said valveand means for measuring the resultant current in units of dis tance traveled per unit of fuel consumed.

5. A system of the character disclosed com prising means for generating a current of electricity in direct ratio to the speed of travel of a self-propelled vehicle, mesma for continuously of said vehicle automatically responsive to the fuel requirements of the motor, means for supplying liquid fuel to said metering means, and an electrical circuit inclusive of a variable resistance conductively connected with said generating means, means actuated by the metering means for varying said resistance in direct pro portion to the fuel used by the motor, and means for measuring the resultant current in units of distance traveled per unit of fuel consumed.

6. In a system of the character described, a direct current generator driven in direct ratio to the speed of a seli-propelled vehicle, means for maintaining the field of said generator energized at a predetermined value, a circuit for the generator current, inclusive of a variable resistance, means for continuously measuring the flow oi' fuel to a motor, a resistance oontaotor connected in the circuit and movable by the fuel measuring means for varying said resistance in direct proportion to the flow of fuel to the motor, and means for measuring the resultant current in units of distance traveled per unit of fuel consumed.

7. In apparatus of the character described, a. source of electrical energy generated in direct proportion to the forward speed of a self-propelled vehicle, means for supplying fuel to the engine of said vehicle, a float-actuated fuel metering valve associated with the fue?. supply means responsive to and movable in direct proportion to the rate of flow of fuel to the engine, a. current-indicating instrument, calibrated in units of distance traveled per unit of fuel consumed, a variable resistance in circuit with the energy source and the indicating instrument, and a movable means connected with said float for Y actuation thereby to vary the electrical resistance in direct proportion to the flow of fuel passing said valve.

EDWARD F. HARRISON. RAYMOND C. GIESE. f OTTO Ae PAWLICK. 

